Latekal-motion dbiving box



5. s. RIEGEL LATERAL MOTION DRIVING BOX July 7, 1925.

2 Sheets-Sheet 1 Filed June 25. 1923 L lltllllllll III Maw;

. A TTORIVE Yj July 7, 1925. 1,545,350

S. S, RIEGEL LATERAL MOTION DRIVING BOX iled June 25 1923 2 Sheets-Sheet 2 1N VENTOR .4 TTORNE Y3 invention known to me.

Patented July 7, 1925.

, NIT STATES,

J SAMUEL s. RIEGEL, on sonlinroiv; rnfiNsYLvamA.

LATERAL-MOTION 'DRIVING BOX.

Application filed June 25, lees/seri l no.e47,445. 1'

To all whom it may concern: 1

Be it known that I, SAMUEL S. RIEGEL, a citizen of the United States, residing at Scranton, in the county of Lackawanna and State of Pennsylvania, have invented cer tain new and useful Improvements in Lateral-Motion Driving Boxes, ofwhich the following is a specification. My invention relates to lateral motiondevices or equipments for the driving or axle boxes of locomotives and .other railway vehicles, whether associated, with pivot-ed trucks or with rother forms of carriage. While the invention has the same general objects and purposes as the construction shown in United States Patent No. 1,181,194

issued to myself and William Woodard, jointly, on May, 2, 1916 (which exemplifies the lateral motion appliances heretofore, in general use), and is intended to meet the same general conditions, it also presents important distinctions and advantages of its own, as will hereinafter appear; 2

By my present invention, I aim to siniplify and improve such lateral motions; to

cheapen their construction; and to enable them to beeasily applied to locomotives already built, without the necessity for extensive -0r costly changes in such locomotives. How these and other advantages can-be realized in a novel manner through my in.- vention will appear from .my description hereinafter of the best embodiment ofthe In the drawings, Fig. 1 is a fragmentary side view, partly in section (as indicated by the line 11 in-Fig. 8), of a railway vehicle axle and its axle boxes, illustrating the application of my present invention thereto. i v I Fig. 2 is a fragmentary View of the parts at one axle box illustrating the action of the device in service, many of the parts being in section, and the scale being larger than in Fig. 1. i I

Fig. 3 is a view toward one of the wheels from the inside, with certain parts in sec? tion as indicated by the line 3.3 inFig. 1, and still others partly broken away. l

Figs. 4.; and 5yare fragmentary diagrammatic views similar to Figs. 1 and 3', but on a much smaller scale,illustrating the application of my lateral motion. in connection with spring rigging different from that shown in Figs. 1 to 3.

ReferringtoFigsfl, 2 itfwill he boxes in the tion is; shown applied-to a locomotive in connection with the driving. wheels of its than withwheels "of accessory carriages or trucks. The locomotivegside frames illustrated are of the standard bar type, with top rails A,;bottoni railsB, and vertical pedestaljaws forthe vertical movement or play of the driving boxes, D. i The pedestals C may be provided with the usual shoe andwedge means, 6 and/f, or their equivalents, for properlyuguiding and sustaining the driving or axle boxes,D,,"which rest on the axle Gr ofthe drivingwheels H. Except as hereinafter described, theparts D, G and H may be ofstandard orany other suitable. type and construction. [As shown, the outer'and inner flanges c and j ofthe driving boxes D are spaced apart to afford clearance for such lateral movementof the jaws Gas is. required by the locomotive design and the intended conditionssof, service, and the-outer wear faces ofthe boxes afford lateral thrust hearing at is forthe hubs of the drivers. A due proportion of the load of the vehicle eight, etc., isytransniitted to the axle boxes D through the usual spring riggingstructure L, and other parts now soon to bedescribed.

In practice, of course, 0 may be closed at the bottom with the usual pedestal frame hinder or tie, and the usual lubricating and other accessoryparts seenthat in thepresent instance my inventhe pedestal jaws may be provided: these, however, are all omitted from fusion. I I

In the present instance, the load is trans mitted from the spring rigging structure L to the corresponding driving box D at diffe-rent points lengthwise of the axle G, through a saddle 14 with depending leg portions 15, 16 toeither side ofthe top railA'. The clearance between the saddle 14 and the the drawings, to avoid conleg 16 restsand bears a rounded foreanj The shorter innei 10o toprail A permits the saddle to ride up and r of the member 20.

was 20, wa is transmittedto the box Dbfy III means of a member 23 interposed between said member and a part 24 mounted on the box; As here shown (see Figs. 2 and 3), the part 2e has a fore and aft recess in, its lower side to accommodate or take over the inner top flange ofthe box I), and en'- gages or interlocks at 26 (with a i'asonablg; close fit) in? the usual inner fore and a saddle seat 17 just beyond said. flange. [he Qverhangihg'and depending'fportion of the part 24 may be bolted fast-to the box D, as ,shown;

{"In. the present instance, the load-transmitting member23 has the character of a double; "pint rocker, with a long :Eoreand aft pivot back or apex 27' and; double fore and aft pivot feet 28, 29. The a ex pivot 27 engages and b'ears in a corresponding iound 'ed" fore and an seat in the laws side h f the are;nter 20, and the feet28, 29, in similar seats in the aforesaid: part 24;. As here shown, the'seats for the outer toot pivots 28f are directly over the inner end .or side of the box D,

those for the inner foot pivots 29 o erha g eyond t e he l In the presentv instan; e, the construction is all just alike at opposite sides of the carriag i t e Weeds h f l' soi s, d s' tionf appliesto both boxes and their as- SO etedPa rts, L I f 7,, pe a y, s es h I iq e 19 1 tions of the parts'wnen the device is propie rly adjusted and the locomotive is on i 'ii'ghft 2 T e u 6 he w s H, H against the weaif faces 7c, 7;; of the boxes D, D,;; bothQfeet 28, 29 of each member 23 rest solidly in their bearings iii the part 2 1, and

saddles '14, 14 are level; and there are clea ances between the outer and inner axle box flanges 7;, at both sides of the earriage, on theone hand, and thecorrespond shoes and wedges e, ,f,'on theother hand. lf, now, thevehicle takes a curve with the left-haiid; wheel H at the outside, the result.-

' ing'late ial thrust on and from this wheel an shift or displace the left-hand box D inward, to, the right, carr ing with it the lower end of'the'. saddle leg 15 andthe part 2 that eats the rocker feet 28,- 29, andthus rocking the member 23' about its upperturniiig'center at 27 in the member 20; Qwing to 'tlic' initial downward v and outwardincli- VD, D themselves, by means of resistance of the vehicle load, tipping the :saddle 14: proper about the center 17 or 18,

or both. At the same time, the saddle leg 16 will pivot on tilt slightly at 19. As shown, the seat of the saddle 14 is rounded or cambered transversely a t 30-, so as to roll under the spring rigging L, which remains upright. owing to" the shortness of the inner leg'16, the slight tilting of the saddle 14 aboutthe pivotal center at 19 will not cause any appreciable lateral stress or strain in the spring rigging a a As soon as the vehicle passes from the curve to tangent track and the lateral thrust on he look D is thus relieved, the load ac'ting through the sa'cldl'e' leg lththe device 20, and the still oblique member 23 will forcibly return the box I) to its original position.

YVhen the vehiclet-akes a reverse curve, a similar. action will o'ccurat the other side.

Preferably, provision is made for interconnecting the lateral motions at the two sides of the vehicle, so as to bring both into action in resistance'toi lateral displacement oteither axle box D, D. Ashere'sliown, this is done bydirectly interconnecting the bones a cross tie 3 L integral with the parts 24-. lVith such an interconnection, inward movement of either loo-x D will result in outward movement of the other, and in rocking ot the member 23 at the other box on its inner foot 29; l Vith the symmetrical and similardesign andarrangement of the rocker members 28, 23 here illustrated, the action will be similar and cumulative at both sides otthe-carriage for inward deflection of the box D- at either side: i.--e., the load of the vehicle weight will be brought to hear at both's-ide's" in yielding resistance to inward displacement of b-ox D at either side-, so as to return and reeenter the'parts when the displacing thrus't is relieved. f

In order to prevent dislocation of parts when the locomotive is lifted with a crane and the u's'ual load on them thus removed, a lost-m'otion connection may be provided between the tie 3a and each saddle la r. As shown, this comprises an adjustable doublenutted ring bolt 35 hooked over a lug or hook 36"projecting' from the saddle leg 16 and extending through a hole 31 in or adjacentthe end portion 24.

From the fregoing description, it will be seenthat the parts involved in the lateral motion are few and simple, and can be read i'ly manufactured and carried i'n stock as standard equipment. In order to apply such an equipment to an existing loc'oinotive, all that need be done is to remove its saddles; drill and tap its frame membersA and its boxes D in a few places; bolt on the'parts 24 and the guides 21, and place the parts 23 between them; and, finally, put the saddle 14 in place and, if desired, the parts 35, etc. Thus the only parts of theloc-omotive running gear that require replacement or material modification are the saddles.

Figs. 4 and 5 illustrate the general applicability of the invention, regardless of the exact type or form of spring rigging employed. The figures show a spring rigging L embodying the usual type of equalizers Z whose ends are connected to the springs s, and whose middle portions rest on the shoulders aflorded by the notched corners of the, saddle 14. As usual, each of the equalizers Z comprises a pair of interconnected spaced bars,their spacing corresponding to the width of the saddle 14." from back to back of its shoulder notches. It will be observed that the saddle 14 shown in Fig. 4 is also applicable to the spring rigging L of Figs. 1 to 3, with the spring resting directly on the cambered seat 30.

What I claim is: 1. The combination with side frames and laterally shiftable axle boxes, of a device for receiving the load of thevehicle weight,

movable up and down at each frame, but restrained as against lateral movement; oblique load-transmitting members interposed between said devices and boxes, to bring the load of the vehicle weight to bear in yielding resistance to lateral movement of the boxesf'and means of cross connection for causing said load-transmitting members at the two boxes to act concurrently. V

2. The combination with side frame and laterally shiftable axle boxes, of a tie interconnecting said axle boxes and affording double bearings at each, a double point rocker for each box engaged in said tie bearings, a device mounted to slide up and down on each of said side frames resting on the corresponding rocker, a spring saddle over each of said side frames with one leg resting on the corresponding axle box and the other on the corresponding device, and means of connection between tie and saddles for preventing dislocation of the parts when relieved of their load.

3. Lateral motion equipment for a' railway vehicle comprising a tie for interconnecting corresponding axle boxes; a device for receiving the load of the vehicle weight mountable for up and down movement beside each side frame of the vehicle, with provision for restraining it as against lateral movement; and load-transmitting members for acting obliquely between the aforesaid devices and the corresponding boxes,

swingable oppositely to bring the load of the vehicle weight to hear at both boxes in yielding resistance to lateral movement thereof either way.

4. Lateral motion equipment for a railway vehicle comprising a tie adapted to interconnect corresponding axle boxes and afford double bearingsiat each, double point rockers adapted to work in said tie bearings, a device mountable to slide up and down on each sideframe of thevehicle and adapted to rest on the corresponding rocker, and. a saddle for transmitting the load of the vehicle weight to, each axle, box at one side of the corresponding side frame and to the corresponding device at the other side.

5. Lateral motion equipment for a railway vehicle comprising a tie with end portions adapted to rest on top of correspond ing axle boxesin interlocking engagement therewith, and affording double rocker bearingson their own upper sides; double point rockers adaptedto work in said tie bearings; a device mountable to slide up and down on each side frame of the vehicle and adapted to rest on the corresponding rocker; and a saddle for transmitting the load of the vehicle weight to each axle box adapted to pivot on the corresponding device and at the other. side of the correspondingside frame, with provisions for obviating stresses on the. spring rigging from movement of said saddles.

6. A' railway vehicle lateral motion comprising a device loaded with the vehicle weight movable up and down in a guide way on the vehicle frame, and restrained as against lateral movement; and means for transmitting the load of the vehicle weight from said device to the axle box, and for bringing such load to bear in yielding'r e: sistance .to lateral movement of the box.

7. A railway vehicle lateral motion comprising a device movable up and down relatively to the vehicle frame, but restrained as against lateral movement; a saddle with one leg resting on said device, and the other on the axle box; and a load-transmitting memher for acting obliquely between said device and said box so as to bring the load of the vehicle weight to bear in yielding resistance to lateral movement of the box.

8. A railway vehicle lateral motion com prising a device movable up and down relatively to the vehicle frame, but restrained as against lateral movement; a saddle with one leg resting on said device, and the other on the axle box; and a double-pointed rocker interposed between said first-mentioned deviceand said box, for bringing the load ofthe vehicle weight to bear in yielding resistance to lateral movement of the box either way.

9. A railway vehicle lateral motion comprising a device guided to move up and down beside the vehicle frame, and restrained as against lateral movement; a sad- &

dl'e resting on said device at one side of the vehicle frame, and on the axle box at the other side; and means for transmitting the load of the vehicle Weightfroni said def vice to said box, and for-bringing such load to bear in yieldingresistance to lateral movement of the box. I

10." A railivayvehicle lateral motion com prising a device guided to move up and down beside the vehicle frame, and restrained as against lateral movement; a saddle with rocking bearing on said device at one side of the vehicle frame, and with a pivoted leg at the other side of thefram'e bearing on the :'axle box; and means for transmitting the load ofthe vehicle Weight from said device to said box, and for bringsuch load to bear in yielding resistance to lateral movement of the box.

11. Lateral motion equipment for a railm vehicle comprising a part mountable on an ordinary axle 1m; a device for receiving the load'o'i the vehicle Weight mountable for up and down movement beside the vehicle frame, with provision for restraining it is against lateral movement; and a member for transmitting the load of the vehicle weight iroms'aid device to said first-mentioned'pa'rt, adapted to act obliquely tobring such load to bear in yielding resistance to lateral movement of 'th'ey'axl'e box,

12. Lateral motion equipment for a rail- \va'y vehicle comprising a part adaptedto take over a top flange of an axle box and engage in the adjacent saddle seat; a member Withup and down guide means therefor mountable at the side of the vehicle frame; a saddle adapted to rest on said member at one side of the vehicle frame, and at its other side to engage in the other saddle seat ot-the axle box; and-means for trans mitting the load of the vehicle weight from said member to .said first-mentioned pm, and for 'bring'ingsuch load to bear in yielding resistance to lateral movement ofthe axle box. t

13. Lateral motionequipment for a railivay vehicle comprising a device fori'eceiving the loadof the vehicle Weight mounts able for up and down movement beside the vehicle"fra-meflvith restraint as against lateral movement; a double vpointed rockerfor sustaining said device; and a part adapted to take over a top flange of the corresponding axle box, and afford double bearing for said rocker over and overhanging said "axle boX. z

14-. Lateral motion equipmentforra railway vehicle comprising apart mountable on an ordinary azrle box-g adevice for receiving the load of the vehicle Weight mountable for up and doivn'movement beside the vehicle frame, with provision for restraining it as against lateral movement; a saddle fw ith rocking bearing on said device at one'sideof the vehicle frame, and with apivoted leg at the other side of the framerfor transmitting the load of the vehicle eight to the axleibox; and a member for transmitting the load of the vehicle Weight from said device to said firstqnentioned pa'rt,adapted to act obliquely to bring siich load to bear in yielding resistance to lateral "movement oftheaxleboxk c In testimony whereof, I have hereunto signed myn'ainey SAMUEL s. RIEGEL. 

